History

A design proposal model similar to the P.280, showing most of the Javelin's features; author

The Javelin's story begins similarly to that of many RAF aircraft - a succession of requirements
accompanied by a succession of ever-changing designs to match. In 1947 the Air Ministry had seen the
need for a high performance interceptor to challenge the increasingly modern bomber designs being
produced. Two separate aircraft were envisaged; one for day and for night fighting. While the
day fighter eventually led to the Hunter, the night/all-weather fighter requirement was down to
a fight between Gloster and de Havilland (the latter submitting their DH.110, later to become
the Sea Vixen). The specification was numbered F.44/46, and
three each of the de Havilland DH.110 and the Gloster GA.5 were ordered. The F.44/46 specification
matured to become F.4/48, covered by operational requirement OR.227, which called for a fighter
capable of 525 knots at 40,000, armed with 4 30mm cannon and 4 AAMs with a powerful radar.

WD804, the first prototype; Gloster

Gloster settled on a design (based on proposal P280) for a huge delta-winged aircraft with two RR Avon engines before rising
weight forced them into selecting higher-thrust Sapphire engines instead. In the meantime a further
two DH.110s were ordered, but the order for Gloster's submission was cut to two, the thinking being
that the DH.110 was more likely to succeed. Gloster were not overjoyed at this; two prototypes
were going to make slow going if the aircraft was chosen for service, and in 1951 a change of thinking
at the Air Ministry finally persuaded them to order three more GA.5s. Later in the year the first
prototype flew, on 26th November. WD804 was the aircraft in question and was a bare shell - no radar,
no weapons.

Serious vibration problems linked to the exhaust and airflow over the rear fuselage
meant several redesigns of this area were called for. In June 1952 WD804 lost both elevators on a
high speed run and the pilot, Sqn Ldr Bill Waterton (Gloster's chief test pilot) managed to land at
Boscombe Down using the electrically-operated tailplane trimmer for pitch control - an very tricky bit
of flying, for which he received the George Medal. The first production order had arrived, and
with it the name of Javelin. The second prototype, WD808, flew in August but then stayed on
the ground until January 1953 while research went on to determine the cause of the
aileron loss. Tests throughout the first half of the year resulted in a number
of changes to the design, including a cranked wing and beefed-up fuselage, fin and control surfaces.

However it was at this point the Javelin's high T-tail cost the life of pilot Peter Lawrence - such
designs are susceptible to a condition known as a deep stall, where the wing blankets airflow over
the tail assembly at high angles of attack, rendering the aircraft uncontrollable. At some point
in the flight the nose had been pulled past 45 degrees and as the stall came on forward airspeed
reduced to zero - the aircraft simply fell out of the sky. In March 1953 a third prototype (WT827)
flew, being the first one to carry guns and radar. A number of differing radome designs were tried
before they settled on the familiar pointed design. Large belly tanks were also fitted, as it
was recognised the Javelin was lacking on fuel.

FAW.1 XA620 & FAW.2 XA776 of 46 Squadron, 1957

A fourth prototype (WT830) flew in January 1954 and though lacking guns and radar, it did incorporate all the improvements
made to the ill-fated second prototype, including powered ailerons. It soon passed to the A&AEE
at Boscombe Down to be assessed by RAF pilots. The fifth and final prototype, WT836, joined the
flying programme in July, the same month in which one of the earlier prototypes was flown at
through the sound barrier over London, the ensuing sonic boom causing a hell of a lot of fuss. Gloster's
official position was that this was an accident, but it was widely believed to be a demonstration that
the aircraft could go supersonic - much press criticism, including from Bill Waterton (who had quit
Gloster and was now a newspaper correspondent), had said it could not.

WT841, the T.3 prototype

While possible export customers settled down to watch the progress of the programme before
expressing any real interest (and soon losing any they had), by mid-1956 over 20 FAW.Mk.1s
were engaged in trials work - the type of development batch arrangement later formalised for
production of later types such as the Lightning. Despite the
designation of FAW.1, none of these aircraft were ready for real service - while 46 and later 87
Squadrons played with their new toys, they were covered by many limitations on the flight envelope
and they were not missile armed. The FAW.2 introduced a new American radar (the APQ.43, instead of the FAW.1's AI.17),
with a larger radome, and went into service with 46 and later 89 Squadrons. The next variant was a
trainer, the T.3, with tandem seating to avoid major changes to the design, all-moving tailplane
but no radar. The change in centre of gravity meant a small fuselage extension was required, and
this was used to house extra fuel (and make the aircraft substantially better looking in the
process!). 228 OCU at Leeming received most of the T.3s but they were also spread around the
various Javelin squadrons.

85 Squadron FAW.6s (XA832 closest camera); MoD

The FAW.4 was similar to the FAW.1 but had the T.3's all-moving tailplane and vortex generators
on the wings and entered service with 141 Squadron at RAF Horsham St. Faith, and later with 3, 11,
23, 41, 72 and 87 Squadrons (though not all simultaneously). The FAW.5 was externally similar to
the FAW.4 but had a redesigned wing interior in order to make room for more fuel, and provision
for the full total of four Firestreak AAMs - though in the end the mark never carried them. The
wing improvement of the FAW.5 was soon applied to the FAW.2, thus producing the FAW.6.

FAW.9 plans

In November 1956 the FAW.7, the first mark to actually carry the four missiles specified in
the original requirement, first flew. Basically an FAW.5 but with uprated Sapphire Sa.7 engines
and powered rudder and extended rear fuselage. By this time so many different marks of the
Javelin were in the air it was a wonder anybody had any idea what was happening. A larger number
of each mark were being used in various trials on such basic items as the weapons and engine fits,
leading one to believe the Air Ministry had handed the RAF over to Gloster as one big Guinea Pig.
The FAW.8, an FAW.7 with reheat, appeared so quickly that a full 80 FAW.7s never even saw service,
being delivered straight into storage at RAF Kemble, and later converted to FAW.9s.

It was not until June 1960 that an RAF Javelin - an FAW.7 - finally fired a Firestreak missile,
successfully downing a Meteor drone. The reheat-capable FAW.8 was limited to using reheat only
at a minimum altitude; below that point engaging the reheat actually caused a loss of thrust
(to the point where take-off could not be safely accomplished with reheat engaged). This was down
to the engine's fuel pump - it fed fuel at a constant rate and only at high altitude was there
sufficient excess capacity to allow fuel to be burned directly without causing a loss of cold
thrust at the same time. However the FAW.8 did have an improved, drooped, wing leading edge and
autostabiliser to improve handling. The FAW.9 was basically an FAW.7 incorporating the FAW.8
improvements, and lastly there was the FAW.9R, equipped with a fantastically ugly and massive
refuelling probe, obviously designed by somebody who took the name of the aircraft a little
too literally.

In service the Javelin had settled down to do a steady, unspectacular job of guarding the nation
against the expected Soviet bomber fleets - and while designed as a medium range bomber destroyer,
and subject to many restrictions on how it was flown, could put up a creditable performance
against other aircraft of the same time - no contest against the upstart Lightning, but a fairly
even match for a Hunter. Ironically the Sea Vixen could outperform the Javelin, having none of
the latter's restrictions, but lacked guns so by the time it came to a close-in dogfight, the
Sea Vixen pilot would have been helpless to do anything other than try the rarely used rocket pack,
or hurl abuse over the radio.

The Lightning replaced the Javelin in the UK and Germany in short order with most being gone
by 1965, but the Javelin held on for a few years longer in the Far East, where it gained its only
air to air victory - an Indonesian C-130 which crashed while trying to avoid a Javelin
that had been sent to intercept it during the Malayan crisis in 1964. But with the increasing
success of the Lightning, the Javelin's days even in hotter climes were numbered, and the
last Javelin squadron was 60 Squadron, disbanding at RAF Tengah on Singapore, at the end of
April 1968.

60 Sqn FAW.9s (XH893 foreground) during a deployment to Kai Tak, 1967

Ironically, while the Javelin had been preferred over the DH.110 because it was considered
to offer more potential to develop further variants, all of the really interesting proposals
fell by the wayside and were never to see daylight. These included reconnaisance variants with
extended noses and/or a greater wingspan, an attack version to carry bombs in under-fuselage
panniers and most significantly a supersonic version with area-ruled fuselage, thinner wings
and redesigned tail unit. This was being seriously explored when it was cancelled, and soon after
Duncan Sandys' infamous Defence White Paper was published, cancelling most advanced aircraft
projects. Gloster spent the years between this point and their absorption by BAC desperately
trying to get back into the game, but never succeeded, and the Javelin was the final production
type that Gloster produced.

FAW.9 climbing out of Leuchars, 1962; the late Brian Carroll's collection

The Javelin's protracted development period and lack of opportunity to prove itself
in combat have led to it being described in scathing terms by many people, and its reputation
was not helped by logistical and servicing mishaps in deployments overseas, but it was well
liked by its pilots who appreciated the amount of weaponry available to them (far exceeding
other types of the day), its stability (within the proscribed guidelines) and its roomy cockpit.
Any shortcomings it had in dogfighting ability were more than outweighed by its ability to stop
the fight before the proverbial 'knife fight' began, and its airbrakes were incredibly effective
- enough to force an attacker to overshoot before they realised what was happening, and often
used to permit impressively steep descents to landing.

A single Javelin continued to fly with the RAE until 1976, when it was delivered to the Imperial
War Museum's care at Duxford airfield, where it remains to this day. Lacking in any real popularity
with the public, the large production run has sadly not been reflected in numbers of preserved
examples, and a mere 10 complete Javelins now remain in various states of preservation, none of
which will ever fly again.

Leading Particulars

Variant

FAW.1

FAW.2

T.3

FAW.4

FAW.5

FAW.6

FAW.7

FAW.8

FAW.9(R)

First flight

26 Nov 1951 (prototype)
22 Jul 1954 (production)

31 Oct 1955 (proto)
25 Apr 1956 (prod)

20 Aug 1956 (proto)
6 Jan 1958 (prod)

19 Sep 1955 (proto)
27 Feb 1956 (prod)

26 Jul 1956 (prot)
24 Aug 1956 (prod)

15 Jan 1957 (proto)

9 Nov 1956 (prod)

9 May 1958 (prod)

1959?

Crew

Two

Armament

Four 30mm Aden cannon

As FAW.1 plus four Firestreak AAMs

Powerplant

Two 8,000 lb Sapphire Sa6

Two 11,000 lb Sapphire Sa7

Two 11,000 lb (12,300 lb with reheat) Sapphire Sa7R

Max. speed

616 knots at sea level, 0.94 mach at altitude

555 knots at sea level, 0.91 mach at altitude

610 knots at sea level, 0.96 mach at altitude

612 knots at sea level, 0.93 mach at altitude

616 knots at sea level, 0.95 mach at altitude

610 knots at sea level, 0.93 mach at altitude

Service ceiling

52,500 ft

46,000 ft

50,700 ft

50,100 ft

52,800 ft

52,000 ft

Range

?

Max. take off weight

36,690 lb

37,200 lb

42,000 lb

37,480 lb

39,370 lb

40,600 lb

40,270 lb

42,510 lb

43,165 lb

Wing span

52 ft 10 in

Wing area

927 sq ft

Length

56 ft 3 in

59 ft 11 in

56 ft 3 in

56 ft 9 in

Height

16 ft 0 in

Production (total 435)

47 (including 7 prototypes)

30

22

50

64

33

142

47

116 (all FAW.7 conversions)

Production totals for each variant include converted
airframes. Corrections and gap-filling welcome as always!

Externally the various variants can be confused, though there are a number of points
to look for. The T.3 is easy to spot, with a tiny black radome. The FAW.1/4/5 and 2/6
are tricky to tell apart! The FAW.9R is identical to the FAW.9 unless the refuelling
probe is actually fitted in which case it's obviously a 9R.

Visitor Comments

124 people have commented on this page. This is comment section 1 of 13.

Lionel Dodd from Paignton

Posted at 4:58pm on Sunday, February 4th, 2018

The next X1 squadron Gielenkirchen reunion will be held the Atlantic Tower Hotel, Liverpool from 12th to 14th October 2018.

George Picabea from Nantes

Posted at 5:21pm on Saturday, August 19th, 2017

What do you mean "unpopular?"... It was one of my favourites from the first time I saw a picture when I was a Kid.( I'm 54)
Mi girlfriend just bought me 1:48 scale kit, ( In jersey) I was wondering about a black Javeling I saw on the net and if there ever was one all white...
Cheers !
George

Brian Beckett from Surrey - England

Posted at 11:18am on Saturday, August 5th, 2017

Response to Mike Peacock's message. I was serving my National Service and was in the Ops Room at Bruggen when Javelin XA558 of 87 Sqdn went down in June 1958. It was during a NATO exercise code named Fullplay.

Mr Christopher Baker from Norwich, Norfolk,England

Posted at 8:07pm on Monday, July 31st, 2017

I remember as a young boy of 7 or 8, walking down the lane where I lived in Old Catton and walking to one of the crash gates to watch the Javelins at RAF Horsham St Faiths (Now Norwich Airport)and being mesmerised by all the Javelins standing near the hangars.
Later when it closed my mates and I use to go along the runway with home made soap boxes, fitted with a home made sail to act as a land yacht !
Happy Days

Lionel Dodd from Paignton

Posted at 12:09pm on Thursday, March 9th, 2017

The next X1 Sqdn. Geilenkirchen reunion will be at the Mannings hotel in Truro from 13th October til 15 October 2017.

Dick Ames from I

Posted at 11:04am on Saturday, January 28th, 2017

I was with fighter comand service demo team and went to gloster for amonth at the factory it was agood air craft but needed top engineers to service them i. Only went too odion with them we had to big mod on electrics

Mark Peacock from England

Posted at 2:38pm on Sunday, November 20th, 2016

Am doing some family history research for my wife. One of her uncles (James Ernest Breakwell)died it appears ejecting from a Javelin (XA558) in RAF Bruggen Germany. The family story was that it was a Vulcan Bomber but the facts don't support that. Any help greatly appreciated.

Terry Jackson from Adelaide, South Australia

Posted at 7:55am on Thursday, August 11th, 2016

As a sergeant Rad/Nav completed my training at 228 OCU(194AW course)at RAF Leeming in late 1958. Having teamed up with my pilot Flt/Lt Stan Pomfret by then, we were posted to 151 Sqdrn at RAF Leuchars on Javelin FAW5's.I was posted from the squadron just a year later to attend a commissioning course. The Jav' was an interesting aircraft above 45000ft and did need some gentle handling. We tried an intercept on a Vulcan that turned out to be at 52000, we got to 48k below but were unable to pull up to complet... read more »read more »

I am preparing a book on the Gloster Javelin FAW.1 prototypes. I need pictures of RAE test pilot Robert James Ross, who died in the crash of Javelin XA546 on 21 October 1954 and Gloster's Robert Percival. Any help please?